Utility vehicle

ABSTRACT

A utility vehicle includes a plurality of ground-engaging members, a frame supported by the ground-engaging members, and a powertrain assembly. The powertrain assembly includes an engine, a shiftable transmission, a continuously variable transmission, and a charger. Additionally, the utility vehicle may include a cooling assembly fluidly coupled to at least the engine and the charger.

FIELD OF THE INVENTION

The present invention relates generally to a vehicle and, in particular,to a vehicle with a charged powertrain assembly.

BACKGROUND AND SUMMARY OF THE INVENTION

Vehicles including utility vehicles, all-terrain vehicles, tractors, andothers are known. Such vehicles may include engines, transmissions, andforced-air inducers (e.g., superchargers, turbochargers). By providing avehicle with a charged powertrain assembly, the power output of thepowertrain assembly may be increased.

A forced-air inducer, such as a supercharger or a turbocharger, operatesby compressing pre-combustion air flowing into the engine. However,compressing the pre-combustion air may increase the temperature of theair. In order to maintain the temperature of the intake air, anintercooler may be provided to decrease the temperature of the chargedor pressurized air flowing from the forced-air inducer and into theengine.

In one embodiment of the present disclosure, a utility vehicle,comprises a plurality of ground-engaging members, a lower framesupported by the ground-engaging members which has a front portion and arear portion, an open-air seating area supported by the lower framebetween the front and rear portions, an upper frame coupled to the lowerframe and cooperating to generally surround the seating area, apowertrain assembly supported by the lower frame and including anengine, a shiftable transmission, and a continuously variabletransmission, and a cooling assembly operably coupled to the powertrainassembly and extending from the front portion to the rear portion of thelower frame. The cooling assembly has a first cooling circuit configuredto alter a temperature of the engine and a second cooling circuitconfigured to alter a temperature of intake air received within theengine.

In another embodiment of the present disclosure, a utility vehiclecomprises a plurality of ground-engaging members and a frame assemblysupported by the ground-engaging members, which has a lower frame and anupper frame. The lower frame has a front portion and a rear portion. Theutility vehicle further comprises an open-air operator area supported bythe frame assembly, a powertrain assembly supported by the rear portionof the lower frame which includes an engine, a shiftable transmission,and a clutch assembly, and a cooling assembly including a first heatexchanger positioned at the front portion of the lower frame for coolingthe engine and a second heat exchanger positioned at the rear portion ofthe lower frame for cooling intake air for the engine.

In a further embodiment of the present disclosure, a utility vehiclecomprises a plurality of ground-engaging members, a frame supported bythe ground-engaging members, and a powertrain assembly supported by theframe. The powertrain assembly includes an engine supported by the framehaving a crankshaft and a continuously variable transmission having afirst clutch assembly operably coupled to the crankshaft, a secondclutch assembly operably coupled to the first clutch assembly, and ahousing generally enclosing the first and second clutch assemblies. Thesecond clutch assembly includes a stationary sheave and a moveablesheave. The powertrain assembly also includes a shiftable transmissionoperably coupled to the engine through the continuously variabletransmission. The shiftable transmission includes a housing having amounting surface for coupling to the housing of the continuouslyvariable transmission and a shaft operably coupled to the second clutchassembly. The shaft extends less than 160 mm from the mounting surfaceof the housing of the shiftable transmission and an inner surface of themoveable sheave is positioned less than 55 mm from the mounting surfaceof the shiftable transmission.

In another embodiment of the present disclosure, a utility vehiclecomprises a plurality of ground-engaging members, a frame supported bythe ground-engaging members, and a powertrain assembly supported by theframe. The powertrain assembly includes an engine supported by theframe, a continuously variable transmission supported by the frame andhaving a structural housing member, and a shiftable transmissionoperably coupled to the engine through the structural housing member ofthe continuously variable transmission. The shiftable transmissionincludes a first mounting surface coupled to a first portion of thestructural housing member of the continuously variable transmission andthe engine has a second mounting surface coupled to a second portion ofthe structural housing member of the continuously variable transmission,and mounting the first mounting surface of the shiftable transmission tothe structural housing member fixes an orientation of the shiftabletransmission relative to the engine.

In a further embodiment of the present disclosure, a utility vehiclecomprises a plurality of ground-engaging members, a frame supported bythe ground-engaging member, an operator area having side-by-side seatingsupported by the frame, and a powertrain assembly which includes anengine having a first cylinder, a second cylinder in line with the firstcylinder, and a crankshaft. The engine is configured for a 270-degreefiring timing. The powertrain assembly further includes a gaseouscharger operably coupled to the engine.

In yet another embodiment of the present disclosure, a utility vehicleincludes a plurality of ground-engaging members, a frame supported bythe ground-engaging members, an operator area including side-by-sideseating, and a powertrain assembly supported by the frame. Thepowertrain assembly includes an engine supported by the frame, aturbocharger operably coupled to the engine and having a turbine housingand a compressor housing, and an exhaust manifold integral with theturbine housing of the turbocharger.

In yet a further embodiment of the present disclosure, a unitary housingmember for a powertrain assembly of a vehicle comprises an exhaustmanifold configured to mount to an engine, and a turbine housing of aturbocharger integral with the exhaust manifold.

BRIEF DESCRIPTION OF THE DRAWINGS

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings, where:

FIG. 1 is a front left perspective view of a utility vehicle of thepresent disclosure;

FIG. 2 is a rear right perspective view of the vehicle of FIG. 1;

FIG. 3 is a left side view of the vehicle of FIG. 1;

FIG. 4 is a right side view of the vehicle of FIG. 1;

FIG. 5 is a top view of the vehicle of FIG. 1;

FIG. 6 is a front view of the vehicle FIG. 1;

FIG. 7 is a rear view of the vehicle of FIG. 1;

FIG. 8 is a front left perspective view of a portion of a frontsuspension assembly and a front wheel assembly of the vehicle FIG. 1;

FIG. 9A is a cross-sectional view of a shock absorber of the frontsuspension assembly;

FIG. 9B is an exploded view of a portion of the shock absorber of FIG.9A including a bypass shim;

FIG. 9C is an exploded view of the bypass shim of FIG. 9B;

FIG. 10A is an alternative embodiment shock absorber of the frontsuspension assembly;

FIG. 10B is an exploded view of a portion of the shock absorber of FIG.10A including an alternative embodiment bypass shim;

FIG. 10C is an exploded view of the bypass shim of FIG. 10B;

FIG. 11A is a front right perspective view of a portion of the wheelassembly of FIG. 8 with a brake caliper;

FIG. 11B is a rear right perspective view of the wheel assembly andbrake caliper of FIG. 9;

FIG. 12 is an exploded view of the wheel assembly and brake caliper ofFIG. 10;

FIG. 13A is a perspective view of the brake caliper of FIG. 11;

FIG. 13B is an exploded view of the brake caliper of FIG. 12;

FIG. 14 is a front left perspective view of a powertrain assembly of thevehicle of FIG. 1;

FIG. 15 is a right rear perspective view of the powertrain assembly ofFIG. 14;

FIG. 16 is a perspective view of a first cylinder and a second cylinderof an engine of the powertrain assembly of FIG. 15;

FIG. 17 is a perspective view of a first piston, a second piston, and acrankshaft of the engine of the powertrain assembly of FIG. 15;

FIG. 18 is a schematic view of a firing timing of the engine of thepowertrain assembly of FIG. 15, illustrating the position of the secondpiston of FIG. 17 when the first piston of FIG. 17 is at top deadcenter;

FIG. 19 is a schematic view of the firing timing of the engine of thepowertrain assembly of FIG. 15, illustrating the position of the firstpiston of FIG. 17 when the crankshaft of FIG. 17 has been rotated andthe second piston of FIG. 17 is at top dead center;

FIG. 20 is a bottom view of a portion of the powertrain assembly of FIG.15;

FIG. 21 is a right front perspective view of a continuously variabletransmission and a shiftable transmission of the powertrain assembly ofFIG. 15;

FIG. 22 is an exploded view of the continuously variable transmissionand the shiftable transmission of FIG. 21;

FIG. 23 is a left side view of the continuously variable transmission ofFIG. 22, with an outer cover removed;

FIG. 24 is an exploded view of the continuously variable transmission ofFIG. 23, illustratively with an inner cover, a drive clutch, a drivenclutch, and a belt;

FIG. 25 is an exploded view of the drive clutch of FIG. 24;

FIG. 26 is an exploded view of a spider member of the drive clutch ofFIG. 25;

FIG. 27 is a cross-sectional view of a portion of the spider member ofthe drive clutch of FIG. 25, taken along line 27-27 of FIG. 25;

FIG. 28 is a cross-sectional view of the drive clutch of FIG. 23, takenalong line 28-28 of FIG. 23;

FIG. 29 is an exploded view of the driven clutch of FIG. 24;

FIG. 30 is a further exploded view of the driven clutch of FIG. 29;

FIG. 31 is a cross-sectional view of the driven clutch of FIG. 23, takenalong line 31-31 of FIG. 23;

FIG. 32 is a perspective view of an alternative embodiment of the drivenclutch of FIG. 23;

FIG. 33 is an exploded view of the alternative embodiment driven clutchof FIG. 32;

FIG. 34 is a further exploded view of the alternative embodiment drivenclutch of FIG. 33;

FIG. 35 is a left side view of the shiftable transmission of thepowertrain assembly of FIG. 15;

FIG. 36 is a left front perspective view of a rear portion of a frameassembly and a driveline assembly of the vehicle of FIG. 1;

FIG. 37 is a left rear perspective view of the driveline assembly ofFIG. 36;

FIG. 38 is an exploded view of a joint between the shiftabletransmission of FIG. 35 and a drive shaft of the driveline assembly ofFIG. 37;

FIG. 39 is a left front perspective view of an air intake assembly forthe engine and a forced-air inducer of the powertrain assembly of FIG.15;

FIG. 40 is a right rear perspective view of the air intake assembly andthe forced-air inducer of FIG. 39;

FIG. 41 is a left rear perspective view of a portion of the air intakeassembly and the forced-air inducer of FIG. 40;

FIG. 42 is a right front perspective view of the forced-air inducer ofFIG. 41 coupled to a frame arm and an exhaust manifold of the vehicle ofFIG. 1;

FIG. 43A is a right front perspective view of the forced-air inducer andexhaust manifold of FIG. 42, illustrating a waste gate and waste gatemass;

FIG. 43B is a right front perspective view of the forced-air inducer andexhaust manifold of FIG. 43B with an alternative embodiment waste gatemass;

FIG. 44 is a right rear perspective view of the forced-air inducer andexhaust manifold of FIG. 43A;

FIG. 45 is a left front perspective view of an exhaust assembly of thevehicle of FIG. 1;

FIG. 46 is a right rear perspective view of the exhaust assembly of FIG.45;

FIG. 47 is a right rear perspective view of a portion of the exhaustassembly of FIG. 46;

FIG. 48 is an exploded view of a portion of the exhaust assembly of FIG.46;

FIG. 49 is a further exploded view of a portion of the exhaust assemblyof FIG. 46;

FIG. 50 is a right front perspective view of oil conduits fluidlycoupled to the engine and the forced-air inducer of the powertrainassembly of FIG. 15;

FIG. 51 is a left front perspective view of a cooling assembly of thevehicle of FIG. 1;

FIG. 52 is a right rear perspective view of the cooling assembly of FIG.51;

FIG. 53 is a front left perspective view of cooling lines of the coolingassembly of FIG. 53;

FIG. 54 is a cross-sectional view of the cooling lines of FIG. 56;

FIG. 55 is a rear view of a first heat exchanger and a second heatexchanger of the cooling assembly of FIG. 52;

FIG. 56 is an exploded view of a cooling fluid reservoir of the coolingassembly of FIG. 52;

FIG. 57 is a perspective view of a water pump of the cooling assembly ofFIG. 52;

FIG. 58 is a further perspective view of the water pump of FIG. 57;

FIG. 59 is a cross-sectional view of a front portion of the vehicle ofFIG. 1, illustrating the flow of air through the first and second heatexchangers of FIG. 52;

FIG. 60 is a rear perspective view of a third heat exchanger of thecooling assembly of FIG. 53 coupled to a portion of the engine of thevehicle of FIG. 1;

FIG. 61 is an exploded view of the third heat exchanger and the portionof the engine of FIG. 60; and

FIG. 62 is a right rear perspective view of the third heat exchanger ofFIG. 60 and a portion of the cooling assembly of FIG. 53.

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a utility vehicle, it shouldbe understood that the features disclosed herein may have application toother types of vehicles such as other all-terrain vehicles, motorcycles,snowmobiles, and golf carts.

Referring to FIGS. 1-7, an illustrative embodiment of a utility vehicle2 is shown. Vehicle 2 is configured for off-road operation. Vehicle 2includes a plurality of ground-engaging members 4, illustratively frontwheels 6 and rear wheels 8. In one embodiment, one or more ofground-engaging members 4 may be replaced with tracks, such as theProspector II Tracks available from Polaris Industries, Inc., located at2100 Highway 55 in Medina, Minn. 55340 or non-pneumatic tires, such asthose shown in U.S. Pat. No. 8,176,957 and U.S. Pat. No. 8,104,524, thecomplete disclosures of which are expressly incorporated herein byreference.

Vehicle 2 further includes a lower frame assembly 10 (partially shown inFIG. 36) supported by ground-engaging members 4, which extends along alongitudinal centerline C_(L) of vehicle 2. Lower frame assembly 10includes a front portion 12, a rear portion 14, and an intermediateportion 16 extending therebetween. Additionally, vehicle 2 includes anupper frame assembly 19 extending vertically above lower frame assembly10 and, more particularly, above at least intermediate portion 16 oflower frame assembly 10. Lower frame assembly 10 supports a rear cargosupport area 17 and a vehicle body 18, which includes a plurality ofbody panels.

Vehicle 2 also includes an open-air operator area 20 which includesseating 22 for one or more passengers. As such, operator area 20 isexposed to ambient air and is not fully enclosed. Upper frame assembly19 may be positioned generally around operator area 20 such that seating22 is at least partially surrounded by upper frame assembly 19.Additionally, side nets or doors 29 may be positioned along the sides ofoperator area 20 and seating 22. Illustratively, seating 22 includes anoperator seat and a passenger seat, however, seating 22 may also includerear seats for additional passengers. Seating 22 may include a seat back24 and a seat bottom 26 for at least the operator and a passenger.

Operator area 20 further includes a plurality of operator controls 28,such as a steering wheel 27, by which an operator may provide input foroperating vehicle 2. Additionally, the steering assembly, which includessteering wheel 27, may be configured for a 1.5 turn for lock to lock.Various operator controls, including the steering assembly, are furtherdescribed in International Patent Application No. PCT/US13/64516, filedon Oct. 11, 2013, the complete disclosure of which is expresslyincorporated by reference herein. Operator area 20 and controls 28 mayfurther include an HVAC system for the comfort of the operator and thepassengers.

Referring to FIG. 7, vehicle 2 includes a rear suspension assembly 37,as shown in FIG. 7, which includes a sway bar, trailing arms, and shockabsorbers 39. In one embodiment, shock absorbers 39 may be internalbypass shocks, as disclosed in International Patent Application No.PCT/US13/64516, filed on Oct. 11, 2013, the complete disclosure of whichis expressly incorporated by reference herein.

Referring to FIG. 8, vehicle 2 includes a front suspension assembly 30supported by front portion 12 of lower frame assembly 10. Frontsuspension assembly 30 includes upper control arms 32, lower controlarms 34, and linear force elements, illustratively, shock absorbers 36(FIG. 6). Upper control arms 32 include inner mounting members 40 a, 40b for coupling to front portion 12 of lower frame assembly 10 and anouter mounting member 42 for coupling to a knuckle 48 of a wheel hubassembly 50. Lower control arms 34 include inner mounting members 44 forcoupling to front portion 12 of lower frame assembly 10 and an outermounting member 46 for also coupling to knuckle 48 of wheel hub assembly50.

Referring to FIGS. 9A-9C, shock absorbers 36 include an elongate shockcylinder 36 a and an over spring portion 36 b, as shown in FIG. 6. Inone embodiment, shock absorbers 36 may be internal bypass shocks, whichinclude a piston 500, an inner sleeve 501, a piston rod 502, channel504, an upper passageway 506, a lower passageway 508, a bleed hole 509,and bypass shim assembly 510. Channel 504 extends circumferentiallybetween inner sleeve 501 and shock cylinder 36 and also extendsapproximately from the upper end of shock cylinder 36 a to the lower endthereof. Channel 504 includes passageways 506, 508 and may be cast,extruded, machined, or otherwise formed in shock cylinder 36 a.

Referring to FIGS. 9A-9C, bypass shim assembly 510 includes a cover shimor plate 512, a preload shim or plate 514, and a top shim or plate 516.Top shim 516 is outward of both cover shim 512 and preload shim 514 suchthat preload shim 514 is intermediate cover shim 512 and top shim 516.Top shim 516 may have a thickness less than, equal to, or greater thanthe thickness of cover shim 512 and preload shim 514. Additionally, thelength of top shim 516 may vary to accommodate various parameters ofshock absorber 36. Top shim 516 is coupled to shock cylinder 36 athrough fasteners 518 which extend through apertures 526 of top shim 516and into apertures 522 of shock cylinder 36 a.

Cover shim 512 directly abuts and contacts shock cylinder 36 a and iscoupled to shock cylinder with fasteners 518 which extend throughapertures 520 in cover shim 512 and apertures 522 in shock cylinder 36a. Additionally, the length of cover shim 512 may be greater than thelength of preload shim 514 and top shim 516.

Preload shim 514 is positioned adjacent cover shim 512 such that covershim 512 is intermediate preload shim 514 and shock cylinder 36 a.Preload shim 514 includes a center opening 524 through which fasteners518 extend when coupling to shock cylinder 36 a. As shown in FIG. 9A,preload shim 514 tapers toward a middle portion such that thelongitudinal ends of preload shim 514 have a thickness equal to thethickness of cover shim 512, however, the middle portion of preload shim514 has a thickness less than that of the longitudinal ends and covershim 512. In this way, preload shim 514 may have a high preload force,which in combination with a low spring rate, allows for effectivedamping to control pitch and roll movements of vehicle 2 but also isconfigured for “blow off,” or a large flow of oil volume, when vehicle 2contacts an object. Bypass shim assembly 510 also may reduce oreliminate bleeds within shock cylinder 36 a.

In operation, when vehicle 2 is traversing level terrain, gases,hydraulic fluid, or other fluid within shock cylinder 36 a flows throughpassageways 506, 508, thereby bypassing the damping system of shockabsorbers 36. The fluid then travels downward through channels 504 andthrough bleed hole 509 which allows fluid to then flow along theunderside of piston 500. However, as shock absorber 36 compresses, forexample during jounce when vehicle 2 contacts an object, the fluid thenflows from the upper end of shock cylinder 36 a and along the uppersurface of piston 500. During rebound, fluid bypasses piston 500 byflowing downwardly through shock cylinder 36 a, through bleed hole 509,and upwardly through channels 504. Fluid may then flow into inner sleeve501 through additional bleed holes at a top portion of inner sleeve 501.Additional details of shock absorbers 36 may be disclosed inInternational Patent Application No. PCT/US13/64516, filed on Oct. 11,2013, the complete disclosure of which is expressly incorporated byreference herein.

Referring to FIGS. 10A-10C, an alternative embodiment of bypass shimassembly 510 is shown as bypass shim assembly 510′ and includes a covershim 512′, a preload shim 514′, a spring shim or plate 530, and top shim516. Spring shim 530 is positioned intermediate preload shim 514′ andtop shim 516 and includes apertures 532 for receiving fasteners 518.Spring shim 530 may have a low spring rate, which in combination withpreload shim 514′, allows for effective damping to control pitch androll movements of vehicle 2 but also is configured for “blow off,” or alarge flow of oil volume, when vehicle 2 contacts an object.

As shown in FIGS. 10A-10C, top shim 516 is outward of cover shim 512′,spring shim 530, and preload shim 514′. Top shim 516 may have athickness less than, equal to, or greater than the thickness of covershim 512′, spring shim 530, and preload shim 514′ and length which mayvary to accommodate various parameters of shock absorbers 36. Top shim516 is coupled to shock cylinder 36 a through fasteners 518 which extendthrough apertures 526 of top shim 516. Cover shim 512′ directly abutsand contacts shock cylinder 36 a and is coupled to shock cylinder withfasteners 518 which extend through apertures 520 in cover shim 512′ andapertures 522 in shock cylinder 36 a. Additionally, the length of covershim 512′ may be greater than the length of preload shim 514′, springshim 530, and top shim 516.

Preload shim 514′ is positioned adjacent cover shim 512′ and includes acenter opening 524′ through which fasteners 518 extend through whencoupling to shock cylinder 36 a. As shown in FIG. 10A, preload shim 514′tapers toward a middle portion such that the longitudinal ends ofpreload shim 514′ have a thickness equal to the thickness of spring shim530, however, the middle portion of preload shim 514′ has a thicknessless than that of the longitudinal ends and spring shim 530. In thisway, preload shim 514′ may have a high preload force, and in combinationwith the low spring rate of spring shim 530, allows for effectivedamping to control pitch and roll movements of vehicle 2 but also isconfigured for “blow off,” or a large flow of oil volume, when vehicle 2contacts an object. Bypass shim assembly 510′ also may reduce oreliminate bleeds within shock cylinder 36 a.

As shown in FIGS. 11A-13B, wheel hub assembly 50 includes a brake discor rotor 52 which is operably coupled to a brake caliper 54. Brake disc52 may be comprised of stainless steel and may be approximately 7.5 mmthick. As shown in FIGS. 11A and 11B, brake caliper 54 is coupled tobrake disc 52 with fasteners 53, which are received through bosses 55 onbrake disc 52. Illustrative brake caliper 54 includes three individualpiston systems 56, and more particularly, a first piston system 56 a, asecond piston system 56 b, and a third piston system 56 c. Each ofpiston systems 56 a, 56 b, and 56 c includes a respective piston 58 a,58 b, and 58 c. The diameters of pistons 58 a, 58 b, and 58 c may be thesame or may vary. For example, as shown in FIGS. 13A and 13B, thediameter of piston is 58 a is less than the diameter of pistons 58 b, 58c. Additionally, the diameter of illustrative piston 58 b is less thanthe diameter of piston 58 c. In one embodiment, the diameter of piston58 a may be 23-28 mm and, illustratively is 25.4 mm, the diameter ofpiston 58 b may be 28-32 mm and, illustratively, 30.2 mm, and thediameter of piston 58 c may be 33-37 mm and, illustratively is 35 mm.Varying the diameter of pistons 58 a, 58 b, 58 c allows for the brakingparameters to be tuned to accommodate various conditions.

Referring to FIGS. 13A and 13B, first piston system 56 a includes twoseparate brake pads 60 a and 60 b, second piston system 56 b includestwo separate brake pads 62 a and 62 b, and third piston system 56 bincludes two separate brake pads 64 a and 64 b. Each of pistons 58 a, 58b, and 58 c is aligned with one pair of brake pads 60 a and 60 b, 62 aand 62 b, and 64 a and 64 b, respectively. Brake pads 60 a, 60 b, 62 a,62 b, 64 a, 64 b are discontinuous and, as shown, are not directlycoupled to adjacent brake pads. As with pistons 58 a, 58 b, 58 c, thesize of brake pads 60 a, 60 b, 62 a, 62 b, 64 a, 64 b may vary from eachother, which allows for further tuning of the braking parameters ofvehicle 2. Brake pads 60 a, 62 a, 64 a are coupled to a plate 66 andpads 60 b, 62 b, 64 b are coupled to a plate 68. One or both of plates66, 68 may slide relative to brake disc 52 in order to slow or stop therotation of front wheels 6. More particularly, one or both of plates 66,68 may slide along slide pins 69 in order to effect vehicle braking.

By providing three pistons 58 a, 58 b, and 58 c and three respectivesets of brake pads 60 a and 60 b, 62 a and 62 b, and 64 a and 64 b, thesize of brake caliper 54 remains compact while providing sufficientbraking for an off-road vehicle on various terrain. In one embodiment,brake caliper 54 is operably coupled to a master cylinder and may beconfigured to provide braking power to less than all of pistons 58 a, 58b, 58 c at any given time, or alternatively, may be configured toprovide braking power to all three pistons 58 a, 58 b, 58 csimultaneously to increase braking power. Additionally, thetriple-piston configuration of brake caliper 54 allows brake pads 60 aand 60 b, 62 a and 62 b, and 64 a and 64 b to wear more evenly. Thetriple-piston configuration of brake caliper 54 also may slow theincrease in temperature of brake disc 52 and brake caliper 54 duringoperation thereof.

Rear wheels 8 may also include hub assemblies similar to hub assemblies50, including a brake disc and a triple-piston brake caliper.Alternatively, rear wheels 8 may include dual-piston calipers.

Referring to FIGS. 14 and 15, vehicle 2 further includes a powertrainassembly 70 which is supported by rear portion 14 of lower frameassembly 10 and includes an engine 72, a shiftable transmission 74, acontinuously variable transmission (“CVT”) 76, and a forced-air inducer,illustratively a gaseous charger 78. In one embodiment, gaseous charger78 is a turbocharger, however, alternatively, gaseous charger 78 may bea supercharger or any other similar device. As detailed further herein,powertrain assembly, including gaseous charger 78, is fluidly coupled toan air intake assembly 320 and an exhaust assembly 360 of vehicle 2.

As shown in FIG. 14, powertrain assembly 70 is supported on at leastlongitudinal frame members 11 and an engine mount 13 of lower frameassembly 10. Longitudinal frame members 11 are generally parallel tocenterline C_(L) of vehicle 2 (FIG. 5) and engine mount 13 extendstransversely to centerline C_(L) and longitudinal frame members 11.Engine mount 13 supports at least engine 72 through brackets 15 whichextend from engine mount 13 to engine 72. In particular, brackets arecoupled to upper and lower portions of an oil sump 394 of engine 72.

Illustrative engine 72 may be 925 cc and be configured for 135horsepower at approximately 8,000 rpm. As shown in FIG. 16, engine 72includes a cylinder block 73 with at least one cylinder 80 and acrankshaft 84. As such, in FIG. 14, engine 72 includes a crankcase 83for enclosing crankshaft 84. Crankcase 83 includes an upper portion 83 aand a lower portion 83 b. Illustratively, engine 72 is an in-line,dual-cylinder engine having a first cylinder 80 a and second cylinder 80b. Cylinders 80 are generally circular in cross-section and are eachconfigured to receive a piston 82. More particularly, as shown in FIG.17, cylinder 80 a may receive a piston 82 a and cylinder 80 b mayreceive a piston 82 b. Pistons 82 are operably coupled to a crankshaft84 of engine 72. Piston 82 a is coupled to crankshaft 84 through aconnecting rod 86 a and piston 82 b is coupled to crankshaft 84 througha connecting rod 86 b. Within cylinder head 73, knock may be monitoredand, if sensed, operation of vehicle 2 may be limited to a particularspeed until the cause for the knock is corrected.

During operation of engine 72, pistons 82 are configured to reciprocatewithin cylinders 80 and crankshaft 84 rotates. In one embodiment, engine72 is configured to operate with a 270-degree firing timing or order,which may be initiated by an engine control unit of powertrain assembly270. More particularly, as shown in FIG. 18, when piston 82 a is at atop dead center position within cylinder 80 a, piston 82 b is at aposition intermediate top dead center and bottom dead center.Illustratively, when piston 82 a is at top dead center, or beginning itspower stroke, within cylinder 80 a, piston 82 b within cylinder 80 b ismidway through its intake stroke. As such, when crankshaft 84 rotatesapproximately 270 degrees (counterclockwise, as shown), piston 82 b willbe at top dead center within cylinder 80 a and piston 82 a will havefinished the power stroke and will be midway through its exhaust stroke,as shown in FIG. 19. It is to be understood that the approximately270-degree firing timing of engine 72 may be adjusted to modify variousparameters of powertrain assembly 70 by timing the various positions ofpistons 82 a, 82 b according to different rotations of crankshaft 84.For example, the 270-degree firing timing may refer to rotatingcrankshaft 84 approximately 250-290 degrees, rather than exactly 270degrees, to result in appreciably the same piston timing as detailedherein. Such changes to the exact offset may be made to impact forcesexperienced by bearings and clutches, emissions, vibrations, anddurability. In this way, illustrative vehicle 2 is an off-road,side-by-side vehicle which includes a dual-cylinder, in-line engine witha 270-degree firing timing, which may improve emissions for vehicle 2and decrease vibration in powertrain assembly 70 relative to otherfiring timing. However, other timings, such as the more traditional360-degree timing are also envisioned.

As shown from below in FIG. 20, engine 72 is positioned longitudinallyforward of at least a portion of shiftable transmission 74.Additionally, engine 72 is positioned at least partially rearward ofseating 22, as shown in FIG. 3. Also as shown in FIGS. 3 and 20, CVT 76is positioned laterally outward from engine 72 and shiftabletransmission 74 and extends generally parallel to centerline C_(L) ofvehicle 2 (FIG. 5). More particularly, CVT 76 is positioned along theleft side of vehicle 2 and is positioned at least partially rearward ofseating 22.

Engine 72 includes a mounting surface 88 for coupling with CVT 76. Inparticular, CVT 76 includes a housing 90 having an inner portion orcover 92 and an outer portion or cover 94 coupled together. CVT housing90 also includes an intake port 95 for receiving air to cool CVT 76 andan exhaust port 97 to exhaust air from CVT 76. Inner cover 92 includes amounting surface 96 which generally abuts mounting surface 88 of engine72 to couple engine 72 to CVT 76. More particularly, upper and lowercrankcase portions 83 a, 83 b each include mounting bosses 99 forcoupling with CVT 76. As such, engine 72 and CVT 76 are in directcontact with each other which allows for a compact configuration ofpowertrain assembly 70. Additionally, as shown in FIG. 21, CVT 76includes a fastener 98, as detailed further herein.

Referring to FIG. 22, inner cover 92 of CVT 76 also includes a mountingsurface 100 for sealingly coupling to a housing 75 of shiftabletransmission 74. More particularly, mounting surface 100 abuts amounting surface 102 housing 75 to couple CVT 76 thereto. Pins 106 ofCVT 76 extend through mounting bosses 292 on shiftable transmission 74and couple with fasteners 104 to secure CVT 76 to shiftable transmission74.

Referring to FIGS. 23 and 24, CVT 76 includes a primary or drive clutchor pulley 110, a secondary or driven clutch or pulley 112, and a belt116 extending therebetween. Drive clutch 110 is rotatably coupled tocrankshaft 84 of engine 72. Driven clutch 112 is rotatably coupled to aninput shaft 118 of shiftable transmission 74 and is rotatably coupled todrive clutch 110 through belt 116. Belt 116 may be comprised of apolymeric material, for example rubber, and may also include reinforcingmembers, such as metal cords or other reinforcing material. In oneembodiment, belt 116 may be comprised of a metallic material, forexample, belt 116 may be a chain. In cross-section, belt 116 maygenerally define a “V” shape. Belt 116 is configured to contact driveclutch 110 and expand in diameter in order to contact driven clutch 112.More particularly, a pitch diameter PD₁ of belt 116 at a position incontact with drive clutch 110 is approximately 80-90 mm and,illustratively, is approximately 84.1 mm. In other words, the pitchdiameter of drive clutch 110 is approximately 80-90 mm. With the pitchdiameter of drive clutch 110 between 80-90 mm, the maximum torque/unitlength of CVT 76 may be decreased. Additionally, to reduce the amount oftime CVT 76 operates when the torque/unit length ratio is increased, theoverdrive may be increased and gearing of shiftable transmission 74 maybe decreased. For example, in one embodiment, a low ratio for CVT 76 maybe 2.5:1-3.5:1 and, illustratively, may be 3.0:1. An underdrive ratiomay be approximately 3.0 and an overdrive ratio may be approximately0.7. Also, a pitch diameter PD₂ of belt 116 at a position in contactwith driven clutch 112 is approximately 226-240 mm and, illustratively,is approximately 232.7 mm. In other words, the pitch diameter of drivenclutch 112 is approximately 226-240 mm.

As shown in FIGS. 25-28, drive clutch 110 includes a moveable sheave 120positioned adjacent outer cover 94 of CVT 76 and a stationary sheave 122positioned adjacent inner cover 92 of CVT 76. Stationary sheave 122includes a splined center opening 124 for engaging with a first splinedportion 126 of a post 123 which includes a tapered volume 125 forengaging crankshaft 84 of engine 72. Post 123 further includes a secondsplined portion 128 for engaging with moveable sheave 120. Duringoperation of CVT 76, stationary sheave 122 maintains a fixed positionand does not move relative to moveable sheave 120.

Conversely, moveable sheave 120 of drive clutch 110 is configured forlateral movement relative to stationary sheave 122 in order to engagebelt 116 and effect various drive ratios. Washers 148 and a bearing 150are positioned intermediate stationary sheave 122 and moveable sheave120 to define a belt groove or path for belt 116. Washers 148 andbearing 150 are not positioned within center opening 124 of stationarysheave 122 because the diameter of center opening 124 is less than thediameter of washers 148 and the diameter of bearing 150.

Moveable sheave 120 includes a tower or base member 130, an intermediatemember or spider member 132 positioned adjacent tower member 130, and acover member 134 positioned adjacent spider member 132, such that spidermember 132 is intermediate tower member 130 and cover member 134. Covermember 134 is coupled to tower member 130 with fasteners 144 which arereceived within mounting bosses 146 on tower member 130. Cover member134 includes a center opening 154 for engaging fastener 98.

Moveable sheave 120 also includes a plurality of weights, illustrativelyflyweights 136, which are rotatably coupled to tower member 130 withpins 138 and fasteners 140. Flyweights 136 are centrifugal weights whichmay pivot radially to cause moveable sheave 120 to move or slidelaterally relative to stationary sheave 122, as detailed further herein.

As shown in FIGS. 25-27, spider member 132 includes a splined centeropening 152, a plurality of corners or posts 156, and a plurality oflocating or position members 142. Because of splined center opening 152which engages post 123 which is coupled to crankshaft 84, spider member132 is configured to transfer torque from crankshaft 84 to drive clutch110. Illustratively, spider member 132 has a generally triangular shapedefining three posts 156 and each position member 142 is coupled to oneof posts 156 of spider member 132. As shown in FIG. 26, a bearing 160 ispositioned within each post 156 of spider member 132 and a sleeve 162 isreceived within bearing 160. Bearing 160 and sleeve 162 are flanked oneither side by spacers 164 which abut an inner surface 166 of post 156.A pin 168 extends through an aperture 170 of post 156, through sleeve162, and into a recess 172 of post 156. One end of pin 168 abuts a stopsurface 174 of recess 172 so as to maintain the position of pin 168within post 156.

Position members 142 are generally “U” shaped and extend around a closedside 175 of posts 156 of spider member 132. An open end 176 of positionmembers 142 generally aligns with an open side 178 of posts 156 suchthat bearing 160 is exposed, as detailed further herein. Positionmembers 142 are removably coupled to spider member 132 and areconfigured to slide radially relative to tower member 130 and spidermember 132 through angled or tapered side walls 180. In one embodiment,side walls 180 of position members 142 are angled 15-30 degrees relativeto the radial direction of drive clutch 110. More particularly, sidewalls 180 of position member 142 have an inner surface 182 angledrelative to posts 156 and an outer surface 184 which is angled relativeto post 156 but is generally parallel to an angled inner portion 186 oftower member 130. In this way, position members 142 locate spider member132 within tower member 130 and take up any tolerance between towermember 130 and posts 156 of spider member 132. Additionally, if posts156 and/or angled inner portion 186 of tower member 130 become worn,position member 142 can slide relative to tower member 130 and posts 156in order to take up additional tolerances therebetween.

As with stationary sheave 122, moveable sheave 120 also engages post123. More particularly, splined center opening 152 of spider member 132engages second splined portion 128 of post 123. Additionally, a bushing188 and a bearing 190 are positioned within a center opening 202 oftower member 130 in order to engage an additional portion of post 123.Post 123 is further coupled to cover member 134 of moveable sheave 120through a bearing 204, a sleeve member 206, a stop member 208, a washeror spacer 210, and fastener 98. More particularly, bearing 204 ispositioned within center opening 154 of cover member 134 and sleevemember 206 is received through bearing 204 and engages a distal portionof post 123. Sleeve member 206 includes a shoulder 212 which may abutcover member 134 in order to prevent lateral movement of sleeve member206. Post 123 includes a cylindrical opening 214 and stop member 208 isreceived therein. A lip 216 of stop member 208 engages the distal end ofpost 123. Spacer 210 abuts lip 216 of stop member 208 and a head 218 offastener 98 abuts spacer 210. Fastener 98 is received within cylindricalopening 214 of post 123 to secure post 123 to drive clutch 110.

During operation of CVT 76, drive clutch 110 rotates with crankshaft 84through post 123 because a distal end of crankshaft 84 is receivedwithin tapered volume 125 of post 123. At various operating conditionsof vehicle 2, drive clutch 110 rotates at a speed which causesflyweights 136 to pivot about pin 138. The centrifugal force onflyweights 136 causes flyweights 136 to pivot or rotate radially againstbearing 160 of spider member 132. This movement of flyweights 136applies a force to moveable sheave 120 to cause moveable sheave 120 toslide or translate laterally along sleeve member 206 and bearing 150relative to stationary sheave 122. In this way, the radial position ofbelt 116 on moveable sheave 120 and stationary sheave 122 may beadjusted to accommodate various operating conditions of vehicle 2,thereby resulting in various drive ratios. During operation, driveclutch 110 is configured to move between an open position, as shown inFIG. 28, and a closed position in which moveable sheave 120 andstationary sheave 122 are proximate each other and further movement ofmoveable sheave 120 toward stationary sheave 122 is no longer possible.Movement of moveable sheave 120 may be electronically, mechanically, orfluidly controlled.

The rotation of belt 116 caused by drive clutch 110 drives driven clutch112. Referring to FIGS. 29-31, driven clutch 112 includes a stationarysheave 220, a moveable sheave 222, a load member or helix 224, and acover member 226. Stationary sheave 220 is coupled to a distal end ofshaft 118 of shiftable transmission 74 and maintains a fixed positionrelative to moveable sheave 222. Stationary sheave 220 includes a body227 and a nose 228 which protrudes laterally outwardly therefrom. Aplurality of ribs 230 extends continuously from an outer perimeter ofstationary sheave 220 to a center opening 232 of nose 228. Stationarysheave 220 also includes a plurality of secondary ribs 234 positionedintermediate ribs 230. Ribs 230 and secondary ribs 234 provide strengthand stability to stationary sheave 220 during operation of CVT 76.

Additionally, within nose 228, stationary sheave 220 further includes aplurality of raised surfaces 238 which are configured to couple withbrackets 240 through fasteners 242. Stationary sheave 220 furtherincludes a post 236 projecting laterally inwardly from nose 228 andtoward moveable sheave 222. In one embodiment, post 236 is integral withstationary sheave 220 and, therefore, comprised of the same material asbody 227 and nose 228 of stationary sheave 220. In this way, drivenclutch 112 is a post-less design because stationary sheave 220 andmoveable sheave 222 directly couple with shaft 118 of shiftabletransmission 74, rather that requiring a further post for engaging shaft118. Illustrative post 236 extends a distance D1 from the proximate endthereof to the outer surface of nose 228 and D1 may be approximately60-70 mm, and illustratively, 65 mm. Additionally, a diameter D2 of post236 may be approximately 20-30 mm and, illustratively, 25 mm. Thelength/diameter ratio of post 236 is indicative of the stabilityprovided to driven clutch 112 as moveable sheave 222 translates relativeto stationary sheave 220. Alternatively, post 236 may be press fit orotherwise coupled within nose 228 and comprised of a different materialthan body 227 and nose 228. For example, in one embodiment, post 236 maybe comprised of aluminum. Post 236 is configured to provide stability tostationary sheave 220 during operation of CVT 76.

Post 236 also is configured to receive at least one bearing 244 therein,through which shaft 118 of shiftable transmission 74 may be received.Shaft 118 may be secured to driven clutch 112 with at least one spacer246 and a fastener at the distal end thereof, illustratively, a snapring 248. Additionally, a sleeve 250, which may be a bushing, isreceived over post 236 in order to slidably receive moveable sheave 222.

Moveable sheave 222 may be configured for translational movement alongsleeve 250 between a closed position when adjacent stationary sheave220, as shown in FIG. 31, and an open position in which moveable sheave222 slides or otherwise moves laterally apart from stationary sheave220. The movement of moveable sheave 222 engages belt 116 in variousconfigurations in order to effect various driving ratios for vehicle 2.The movement of moveable sheave 222 may be mechanically, fluidly, orelectronically controlled.

Moveable sheave 222 includes a body portion 254 and a nose 256projecting laterally outwardly from body portion 254. Nose 256 isreceived within nose 228 of stationary sheave 220. An outer surface ofbody portion 254 includes a plurality of ribs 255 which strengthensmoveable sheave 222. A center aperture 258 of nose 256 is configured toreceive a bearing 252 for sliding along sleeve 250. Additionally, nose256 includes recesses 260 which align with brackets 240 and raisedsurfaces 238 on stationary sheave 220 in order to locate moveable sheave222 on stationary sheave 220. Within nose 256 of moveable sheave 222,each of a plurality of projections 266 is configured to receive abracket 262. Brackets 262 are coupled to projections 266 with fasteners264. Helix 224 is positioned adjacent brackets 262 and cover member 226is positioned adjacent helix 224 such that helix 224 is intermediatecover member 226 and the outer surface of moveable sheave 222. Helix 224includes a splined center opening 225 for engaging shaft 118 ofshiftable transmission 74. Additionally, when driven clutch 112 isassembled, ears 223 of helix are positioned intermediate adjacentprojections 266 in an alternating configuration. Cover member 226 iscoupled to the outer surface of moveable sheave 222 with fasteners 265and a bearing 268 is positioned within a center aperture 269 of covermember 226.

As shown in FIG. 31, driven clutch 112 is in a closed position and ispositioned adjacent shiftable transmission 74 to receive shaft 118 ofshiftable transmission 74. More particularly, the inner surface ofmoveable sheave 222 is spaced apart from mounting surface 102 ofshiftable transmission 74 by a distance of D3 when driven clutch 112 isin the closed position, and D3 may be approximately 40-60 mm and,illustratively, is approximately 49 mm. Additionally, the outer surfaceof nose 228 of stationary sheave 220 of driven clutch 112 is spacedapart from mounting surface 102 of shiftable transmission 74 by adistance of D4 when driven clutch 112 is in the closed position, and D4may be approximately 140-160 mm and, illustratively, is approximately146 mm. In this way, the center of gravity of driven clutch 112 is movedcloser to shiftable transmission 74. By positioning the center ofgravity of driven clutch 112 proximate shiftable transmission 74, thecoupling between driven clutch 112 and shiftable transmission 74 may bemade more stable because the cantilevered mass of CVT 76 is positionedcloser to shiftable transmission 74 and engine 72.

During operation of CVT 76, rotation of crankshaft 84 of engine 72causes rotation of drive clutch 110. Drive clutch 110 engages belt 116and when belt 116 engages driven clutch 112, driven clutch 112 rotates,which causes shaft 118 of shiftable transmission 74 to rotate. As belt116 engages driven clutch 112, a load is applied thereto. Moreparticularly, the load (e.g., torque) is transmitted from stationarysheave 220, through raised surfaces 238, through projections 266 ofmoveable sheave 222, and to helix 224, which then applies the torque toshaft 118 of shiftable transmission 74. In this way, the torque iscentralized at helix 224, rather than applied to other components of CVT76, for transferring to shiftable transmission 74. CVT 76 also may beelectronically controlled in order to allow for operation at low vehiclespeeds. As such, electronic operation of CVT 76 (“eCVT”) may allow forCVT 76 to operate without being limited to a specific speed range and/orwithout reaching the revolutions limit for engine 72. This functionalityof eCVT may be utilized when overboosting so that CVT 76 may becontrolled without reaching a revolutions limit for engine 72.Additionally, use of eCVT may allow for operating vehicle 2 at low rpmwhile maintaining fuel economy. Additional details of CVT 76 may bedisclosed in U.S. patent application Ser. No. 14/475,385, filed on Sep.2, 2014, the complete disclosure of which is expressly incorporated byreference herein.

An alternative embodiment of driven clutch 112 is shown as driven clutch112′ in FIGS. 32-34. As with driven clutch 112, the rotation of belt 116caused by drive clutch 110 drives alternative driven clutch 112′. Drivenclutch 112′ includes a stationary sheave 220′, a moveable sheave 222′,helix 224, and cover member 226. Stationary sheave 220′ is coupled tothe distal end of shaft 118 of shiftable transmission 74 and maintains afixed position relative to moveable sheave 222′. Stationary sheave 220′includes a body 227′ and a nose 228′ which protrudes laterally outwardlytherefrom. A plurality of ribs 230′ extends from an outer perimeter ofstationary sheave 220′ to center opening 232 of nose 228′.

Additionally, within nose 228′, stationary sheave 220′ further includesraised surfaces 238 which are configured to couple with brackets 240through fasteners 242. Interior ribs 270 are also positioned within nose228′ to provide additional strength and stability to stationary sheave220′. Stationary sheave 220′ further includes a post 236′ receivedthrough center opening 232 and coupled to a portion of nose 228′. Post236′ projects laterally inwardly from nose 228′ and toward moveablesheave 222′. In one embodiment, post 236′ may be press fit or otherwisecoupled within nose 228′ and comprised of a different material than body227′ and nose 228′. For example, in one embodiment, post 236′ may becomprised of aluminum. Post 236′ is configured to stabilize stationarysheave 220′ during operation of CVT 76.

Post 236′ is configured to receive bearings 244 therein, through whichshaft 118 of shiftable transmission 74 may be received. Additionally,moveable sheave 222′ may be configured for translational movement alongpost 236′. Moveable sheave 222′ includes a body portion 254′ and a nose256′ projecting laterally outwardly from body portion 254′. An outersurface of body portion 254′ includes a plurality of ribs 255′ forincreasing the strength of moveable sheave 222′. Additionally, the outersurface of body portion 254′ includes a ring 272 with a plurality ofrecesses 274. Ring 272 may be a balance ring with a diameter less thanthe outer diameter of moveable sheave 222′ to decrease the stress onmoveable sheave 222′ when CVT 76 operates at a high speed. Moreparticularly, by positioning ring 272 adjacent nose 256′, rather thanproximate the outer perimeter, moveable sheave 222′ may be sufficientlybalanced to lower the stress on moveable sheave 222′ and manage therotational inertia of moveable sheave 222′.

As shown in FIG. 33, center aperture 258 of nose 256′ is configured toreceive bearing 252. Additionally, nose 256′ includes recesses 260 whichalign with brackets 240 in order to locate moveable sheave 222′ onstationary sheave 220′. Within nose 256′ of moveable sheave 222′, eachprojections 266 is configured to receive one of brackets 262. Brackets262 are coupled to projections 266 with fasteners 264. Helix 224 ispositioned adjacent brackets 262 and cover member 226 is positionedadjacent helix 224 such that helix 224 is intermediate cover member 226and the outer surface of moveable sheave 222′. Helix 224 includessplined center opening 225 for engaging shaft 118 of shiftabletransmission 74. Cover member 226 is coupled to the outer surface ofmoveable sheave 222′ with fasteners 265 and bearing 268 is positionedwithin center aperture 269 of cover member 226.

As shown in FIG. 35, shiftable transmission 74 is operably coupled todriven clutch 112 or 112′ and includes mounting bosses 292 for directlycoupling with CVT housing 90. In particular, mounting bosses 292 areintegral with housing 75 of shiftable transmission 74. Additionally,shiftable transmission 74 is coupled to engine 72 through the structuralinner cover 92 of CVT 76 such that no intermediate bracket extendingbetween engine 72 and shiftable transmission 74 may be utilized. Becauseinner cover 92 of CVT housing 90 is a structural member, the orientationof shiftable transmission 74 is fixed relative to engine 72. As such,inner cover 92 defines the component which couples shiftabletransmission 74 to engine 72 such that without inner cover 92, engine 72and shiftable transmission 74 may not be coupled together. In oneembodiment, a bracket 293 (FIG. 20) also may be used to couple shiftabletransmission 74 to engine 72.

Referring still to FIG. 35, shiftable transmission 74 includes a reversegear 280 operably coupled to shaft 118, a speed sensor 282 positioned ata rear portion of shiftable transmission 74, and a snorkel 284positioned along a lower, left-side portion of shiftable transmission 74and vertically lower than shaft 118. Speed sensor 282 may be configuredto read the tips of the teeth on a gear, rather than a side or face of agear. In one embodiment, shiftable transmission 74 is configured forelectronic shifting.

A flange 290 is positioned forward of snorkel 284 to couple with adriveline assembly 300 of vehicle 2 (FIG. 36). Additionally, shiftabletransmission 74 includes splined apertures 286 for operably coupling therear axles or half shafts of vehicle 2 to rear wheels 8. A shroud 288may be positioned above apertures 286 for shielding boots of the halfshafts from debris (e.g., rocks) during operation of vehicle 2.

Referring to FIGS. 36-38, rear portion 14 of lower frame assembly 10further supports driveline assembly 300 which is operably coupled toshiftable transmission 74. As shown in FIG. 36, at least a portion ofdriveline assembly 300 are positioned intermediate longitudinal framemembers 11. Flange 290 of shiftable transmission 74 is rotatably coupledto a prop shaft 302 of driveline assembly 300, which may be supported bya bearing ring 306 coupled to lower frame assembly 10. Prop shaft 302includes a rear prop shaft 302 a and a front prop shaft 302 b which areoperably coupled together through a joint, illustratively, a U-joint303. As shown in FIG. 38, prop shaft 302 is coupled to flange 290through a joint 308, which includes a bracket 310 coupled to flange 290with fasteners 312 and a connection member 314. Connection member 314includes first arms 316 which are received within first apertures 317 onbracket 310 and second arms 318 which are received within apertures 319on rear prop shaft 302 a. As such, connection member 314 operablycouples prop shaft 302 to shiftable transmission 74. Additionally,instead of a sliding spline, flange 290 may be more efficient atcontrolling noise from prop shaft 302 and allowing for a betterconnection between prop shaft 302 and shiftable transmission 74. Inparticular, any slipping that occurs in prop shaft 302 occurs at joint308, rather than in multiple locations along prop shaft 302.

Driveline assembly 300 also includes a front differential 304, which isoperably coupled to front wheels 6 through front axles. As such,operation of shiftable transmission 74 rotates rear wheels 8 through therear axles and causes rotation of the front wheels 6 through rotation ofprop shaft 302 and operation of front differential 304.

Referring to FIGS. 39-41, vehicle 2 includes an air intake assembly 320fluidly coupled to powertrain assembly 70. Air intake assembly 320includes an airbox 322, which includes a filter (not shown), an engineair intake tube 324, a CVT air intake tube 326 coupled to intake port 95of CVT 76, a conduit 328 extending between airbox 322 and gaseouscharger 78, and a charged air conduit 330 extending from charger 78. Anair sensor 332 may be supported on conduit 328 and an air sensor 333 maybe supported on charged air conduit 330, both of which determine variousaspects of the air therein (e.g., pressure, temperature). For example,if the air temperature transmitted from at least one of sensors 332 and333 is above a pre-determined limit, the throttle response of vehicle 2may be limited such that the speed of vehicle 2 is automatically reduceduntil the temperature of the air at sensors 332 or 333 is reduced.Additionally, if a pressure signal from sensors 332, 333 indicates thata portion of air intake assembly 320, such as the filter, is plugged orblock, the operator may be alerted.

Air intake assembly 320 may also include a blow-off valve 334 fluidlycoupled to charged air conduit 330 and fluidly coupled to conduit 328through a blow-off tube 336. Blow-off valve 334 is downstream fromcharger 78, as shown in FIG. 40. In an alternative embodiment, blow-offvalve 334 may be a recirculation valve which is electronicallycontrolled. Additionally, conduit 328 may be fluidly coupled to acrankcase breather conduit 338 which extends between conduit 328 andengine 72. Crankcase breather conduit 338 may include a roll-over valve(not shown) to prevent a back flow of oil into charger 78 if vehicle 2begins to lean or otherwise is not upright.

During operation of vehicle 2, ambient air necessary for combustionwithin engine 72 enters engine air intake tube 324 and flows into airbox322 to filter particulates and other matter therefrom. The filtered airfrom airbox 322 then flows into gaseous charger 78 through conduit 328.Operation of charger 78 may be done manually by the operator orautomatically based on throttle conditions. When operating, charger 78compresses the filtered air such that a higher number of air moleculesmay enter engine 72 through charged air conduit 330. As such, engine 72is configured to received charged, pre-combustion air to increase thepower output of powertrain assembly 70. However, depending on throttleand charger conditions (e.g., compressor surge conditions), it may benecessary to bleed off or exhaust at least a portion of the charged,pre-combustion air from charger 78 before entering engine 72. As such,blow-off valve 334 may be moved from a closed position to an openposition in response to compressor surge conditions to allow a portionof the charged air in charged air conduit 330 to be routed back toconduit 328 through blow-off tube 336 or otherwise exhausted fromvehicle 2. In this way, the quantity of charged, pre-combustion airentering engine 72 may be controlled in response to various throttleconditions or other parameters. Blow-off valve 334 may beelectronically, mechanically, and/or fluidly controlled. Additionally,by routing air in blow-off tube 336 back to conduit 328, the sound fromblow-off valve 334 may be reduced and the air within air intake assembly320 downstream of airbox 322 remains filtered.

Referring to FIGS. 42-44, charger 78 is a forced-air inducer or gaseouscharger, and in one embodiment, is a turbocharger. Charger 78 includes adrive or turbine housing 340 and a driven or compressor housing 342.Illustrative charger 78 supports a turbine (not shown) within drivehousing 340 for receiving exhaust air from engine 72 and a compressor(not shown) within driven housing 342 for compressing the filtered airfrom conduit 328. The turbine and the compressor are rotatably coupledtogether such that the exhaust gases from engine 72 rotate the turbine,thereby causing operation of the compressor to compress the filtered airfrom conduit 328. Operation of charger 78 may be monitored by at leastone sensor configured to determine various parameters of vehicle 2 andtransmit signals to an engine control unit (not shown) or an electronicthrottle control unit (not shown).

Driven housing 342 is supported by a frame arm 344 which extends betweendriven housing 342 and engine mount 13 and which may reduce resonantfrequencies at charger 78. More particularly, frame arm 344 is coupledto brackets 15 of engine mount 13, such that brackets 15 are coupled toboth engine 72 and frame arm 344. In this way, frame arm 344 may beuncoupled from engine mount 13 and swung or otherwise moved awaytherefrom in order to service charger 78. As such, other components ofvehicle 2, including components of frame assembly 10 and powertrainassembly 70 are not affected when charger 78 is serviced because framearm 344 is removed only through brackets 15 while all other componentsremain coupled at their respective positions. Drive housing 340 iscantilevered from a front portion of engine 72 and, as such, issupported via its mounting to engine 72. In this way, exhaust manifold346 also is cantilevered from engine 72.

As shown in FIGS. 43A and 44, a unitary housing is positioned adjacentengine 72 and driven housing 342 and is defined by drive housing 340being integral with an exhaust manifold 346 of engine 72. As such, drivehousing 340 and exhaust manifold 346 define a single, unitary membersuch that drive housing 340 and exhaust manifold 346 have a fixedgeometry relative to each other. In one embodiment, the unitary housingdefined by the integral combination of drive housing 340 and exhaustmanifold 346 is a cast component. Exhaust manifold 346 includes a firstexhaust intake port 348 fluidly coupled to one of cylinders 80 a, 80 band a second exhaust intake port 350 fluidly coupled to the other ofcylinders 80 a, 80 b of engine 72. In particular, exhaust intake ports348, 350 each include a first surface 352 which abuts engine 72. Becauseexhaust manifold 346 is directly coupled to engine 72 and is integralwith charger 78, charger 78 is positioned in close proximity to engine72 and, as shown in FIG. 14, is at least partially forward of engine 72but at least partially rearward of operator area 20.

Additionally, exhaust manifold 346 includes a second surface 354 forabutting and coupling with an exhaust tube 356 of exhaust assembly 360.Second surface 354 is integral with exhaust intake ports 348, 350 anddrive housing 340 of charger 78. A waste gate 358 is positioned adjacentsecond surface 354. Waste gate 358 may include a solenoid valve and isconfigured to bleed off or exhaust at least a portion of the exhaustgases operating the turbine of charger 78 so as to be able to alter thespeed of the turbine and, therefore, operation of charger 78. However,overboost may occur when charger 78 boosts higher than waste gate 358 isconfigured to allow, therefore, boost pressure may be monitored andinternally read by the engine control unit, rather than displayed on agauge to the operator. Waste gate 358 may be electronically,mechanically, and/or fluidly controlled. Waste gate 358 further includesa waste gate rod 353 a and a waste gate mass 353 b coupled to waste gaterod 353 a. Waste gate mass 353 b counteracts resonance or movement inwaste gate rod 353 a. In one embodiment, as shown in FIG. 43A, wastegate mass 353 b may have an octagonal or hexagonal cross-section.Alternatively, as shown in FIG. 43B, a waste gate mass 353 b′ may have acylindrical configuration with a circular cross-section.

Referring to FIGS. 45-49, exhaust assembly 360 is shown and includesexhaust tube 356, an elbow portion 357 of exhaust tube 356, a flex joint359 which couples together elbow portion 357 and exhaust tube 356, amuffler 362, an exhaust pipe 364, an exhaust tube heat shield assembly366, and a muffler heat shield assembly 368. Exhaust assembly 360 routesthe exhaust gases from engine 72 toward a rear end of vehicle 2 to flowfrom vehicle 2.

The exhaust gases from engine 72 have an elevated temperature and,therefore, the components of exhaust assembly 360 also be at an elevatedtemperature. For example, charger 78 may be a heat sink. Heat shieldassemblies 366, 368 are comprised of insulating materials to shieldvarious components of vehicle 2 from the heat of exhaust assembly 360.Heat shield assembly 368 includes a forward member 380 positionedforward of muffler 362 and a rearward member 382 positioned rearward ofmuffler 362. Forward and rearward members 380, 382 of heat shieldassembly 368 are coupled together with conventional fasteners and shieldvarious components of vehicle 2 from the heat of muffler 362.

Heat shield assembly 366 is positioned longitudinally forward of heatshield assembly 368 and includes an upper member 370 positioned aboveexhaust manifold 346, a forward member 372 positioned longitudinallyforward of exhaust manifold 346, a lateral member 374 positioned above aportion of exhaust tube 356, and a conduit member 376 having a generallysemi-circular cross-section and extending around at least a portion ofthe outer perimeter of exhaust tube 356. Additionally, heat shieldassembly 366 includes an upper manifold member 384, a lower manifoldmember 386, and a forward manifold member 388 which may be coupledtogether with convention fasteners, for insulating various components ofvehicle 2 from the heat of exhaust manifold 346. In one embodiment,upper and lower manifold members 384, 386 define a “clam shell”configuration which generally surrounds exhaust manifold 346.Furthermore, charger 78 and/or exhaust manifold 346 includes mountingbosses 377 for coupling heat shield assembly 366 thereto. Fasteners 379,such as high-strength steel bolts, may be received within mountingbosses 377 (FIGS. 47 and 48). Heat shield assembly 366 further includesa first elbow member 390 and a second elbow member 392 for surroundingelbow portion 357 of exhaust tube 356. First and second elbow members390, 392 are coupled together with conventional fasteners.

In order to reduce the temperature of various components of powertrainassembly 70, a cooling assembly 410 is provided. Additionally, oil forlubricating engine 72, charger 78, and other components of powertrainassembly 70 may be cooled by cooling assembly 410. With reference toFIG. 50, engine 72 includes oil sump 394, which includes a lower portion396 and an upper portion 398, coupled together with conventionalfasteners and a seal (not shown). In one embodiment, oil sump 394 is aclosed deck configuration, which may increase the stiffness thereofcompared to an open deck configuration. Oil from oil sump 394 flows toand from various components of engine 72, such as crankshaft 84, inorder to provide lubrication thereto. Additionally, oil from oil sump394 flows to and from charger 78 in order to lubricate variouscomponents therein, as well. More particularly, as shown in FIG. 50, anoil supply line or conduit 395 is fluidly coupled to oil sump 394 and anoil supply port 404 on charger 78 for supplying oil from engine oil sump394 to charger 78. An oil return line or conduit 397 is fluidly coupledto an oil return port 406 on charger 78 and a port 408 on engine 72 forreturning oil from charger 78 to oil sump 394 of engine 72. As shown inFIG. 50, port 408 is positioned above oil sump 394. In this way, oilfrom the engine oil sump 394 is used to lubricate components of bothengine 72 and charger 78 such that a secondary oil system for charger 78may not be utilized.

Referring to FIGS. 51-62, cooling assembly 410 of vehicle 2 is shown.Cooling assembly 410 includes a first cooling circuit or system 412 foraltering a temperature of engine 72 and a second cooling system orcircuit 414 for altering a temperature of the intake air for engine 72.

Second cooling circuit 414 a low-temperature circuit which includes aheat exchanger or radiator 416 supported by front portion 12 of lowerframe assembly 10. Heat exchanger 416 is positioned forward of operatorarea 20. Heat exchanger 416 is fluidly coupled to a coolant reservoir,illustratively a coolant bottle 424, and a plurality of low-temperaturecooling lines 418. Low-temperature cooling lines 418 extend from frontportion 12 to rear portion 14 of lower frame assembly 10.Illustratively, as shown in FIGS. 53 and 54, low-temperature coolinglines 418 are coupled to lower frame assembly 10 through a bracket 428and extend through a tunnel 430 of vehicle 2. Tunnel 430 is defined byvertically-extending side walls 432 which extend into operator area 20.Side walls 432 also extend generally parallel to centerline C_(L) ofvehicle 2. Additionally, tunnel 430 includes an upper wall 433 which,together with side walls 432, define interior volume or space 431 oftunnel 430.

A first low-temperature cooling line 418 a is a cooling supply linewhich is coupled to a pump 420 for pumping cooling fluid to a heatexchanger, illustratively an intercooler 426 (FIG. 62) of second coolingcircuit 414, through an intercooler supply line 422. A secondlow-temperature cooling line 418 b is a return line which is fluidlycoupled to intercooler 426 and heat exchanger 416 in order to returncooling fluid to heat exchanger 416. As detailed further herein, coolingfluid, for example coolant, oil, or water, circulates through firstlow-temperature cooling line 418 a, to pump 420, through conduit 422,and into intercooler 426, such that when the charged, pre-combustion airfrom charger 78 passes over or through intercooler 426, the temperatureof the charged, pre-combustion air decreases before the air enterscylinders 80 a, 80 b of engine 72. The cooling fluid within intercooler426 is then returned to heat exchanger 416 in order to decrease thetemperature of the cooling fluid when ambient air passes through heatexchanger 416.

As shown in FIGS. 57 and 58, pump 420 may be coupled to a bracket 470 onlower frame assembly 10. In one embodiment, pump 420 is an electricwater pump. In another embodiment, pump 420 may be a mechanical pumpconfigured to receive cooling fluid from cooling line 418 a and flow thecooling fluid into conduit 422 for supplying to intercooler 426. Pump420 also may be configured to operate at differing speeds in order tocontrol the electrical load and accurately alter temperature of thecooling fluid. In one embodiment, pump 420 may only be configured tooperate when engine 72 is operating. In a further embodiment, pump 420and other components may be configured for variable operation, ratherthan at full capacity (“full on”) or completely off, in order to lowerthe electrical load.

Referring to FIGS. 51-55, first cooling circuit 412 includes a heatexchanger or radiator 434 supported by front portion 12 of lower frameassembly 10 and a pump 435 operably coupled to engine 72 (FIG. 15). Inone embodiment, pump 435 is a mechanical pump configured to receive anddistribute the cooling fluid (e.g., water, coolant, oil) to engine 72.Additionally, cooling assembly 410 may include a third pump, in additionto pumps 420 and 435, which may be operably coupled to engine 72. Thethird pump may be electrically or mechanically controlled.

Heat exchanger 434 is fluidly coupled to coolant bottle 424 and aplurality of high-temperature cooling lines 436. High-temperaturecooling lines 436 extend from front portion 12 to rear portion 14 oflower frame assembly 10. As shown in FIG. 54, the diameter of coolinglines 436 is greater than the diameter of cooling lines 418.Illustratively, as shown in FIGS. 53 and 54, high-temperature coolinglines 436 are coupled to lower frame assembly 10 through a bracket 438and extend through tunnel 430. A first high-temperature cooling line 436a is a cooling supply line and a second high-temperature cooling line436 b is a return line, both of which are fluidly coupled to engine 72and heat exchanger 434. As detailed further herein, the cooling fluidcirculates through first high-temperature cooling line 436 a and to aportion of engine 72 in order to cool engine 72 (e.g., cool the engineoil). The cooling fluid is then returned from engine 72 to heatexchanger 434 in order to decrease the temperature thereof when ambientair passes through heat exchanger 434.

As shown in FIGS. 55 and 56, a fan 440 is positioned rearward of heatexchangers 416 and 434 for drawing ambient air through heat exchangers416, 434 to decrease the temperature of the cooling fluid. As such, bothheat exchangers 416, 434 utilize fan 440, which may be cycled on and offbased on temperature of the cooling fluid, temperature at intercooler426, and/or temperature at heat exchangers 416, 434.

The cooling fluid is stored in coolant bottle 424, which is alsoposition rearward of heat exchangers 416, 434 and fan 440. Coolantbottle 424 is a pressurized reservoir which includes a pressurized cap442, a first housing member 444, an intermediate member 446, and asecond housing member 448. As shown in FIG. 56, first housing member 444is positioned forward of intermediate member 446 and second housingmember 448 such that intermediate member 446 is positioned between firstand second housing members 444, 448. First housing member 444 includesan internal wall or baffle 451 which divides first housing member 444into a first compartment 450 fluidly coupled to first cooling circuit412 through heat exchanger 434 and a second compartment 452 fluidlycoupled to second cooling circuit 414 through heat exchanger 416. Assuch, coolant bottle 424 is a single reservoir configured to supplycooling fluid to both first and second cooling circuits 412, 414.Additionally, only one supply of cooling fluid is necessary to fill bothfirst and second compartments 450, 452 because the cooling fluid may besupplied through a port 454 which supplies the cooling fluid to bothfirst and second compartments 450, 452 simultaneously. Pressurized cap442 is coupled to port 454 to close coolant bottle 424.

As shown in FIGS. 51, 52, and 59, heat exchanger 416 is positionedforward of heat exchanger 434 and both heat exchangers 416, 434 arepositioned forward of operator area 20. Additionally, an upper surface456 of heat exchanger 416 is positioned lower than an upper surface 458of heat exchanger 434 such that heat exchangers 416, 434 are in astaggered configuration. As shown in FIG. 59, upper surface 456 of heatexchanger 416 is coupled to a bracket 460 of lower frame assembly 10 andupper surface 458 of heat exchanger 434 is coupled to a bracket 462 oflower frame assembly 10.

During operation of vehicle 2, ambient airflow A passes through a meshor grille 464 and through heat exchangers 416, 434 to decrease thetemperature of the cooling fluid flowing therethrough. However, becauseheat exchanger 434 is positioned rearward of heat exchanger 416, theambient flowing through heat exchanger 434 may be at an elevatedtemperature after flowing through heat exchanger 416, thereby decreasingthe cooling effect on the cooling fluid in heat exchanger 434.Therefore, in order to supplement cooling at heat exchanger 434, asecondary mesh or grille 466 allows ambient airflow B to passtherethrough, which is then directed downwardly toward heat exchanger434 for additional cooling at heat exchanger 434. Secondary grille 466is positioned below a hood 468 of body 18 and ambient airflow B isdirected toward secondary grille 466 by front body panel 469 positionedgenerally forward of and below secondary grille 466.

Referring to FIGS. 60-62, illustrative intercooler 426 is aliquid-to-air cooled heat exchanger which is removably coupled to engine72. More particularly, intercooler 426 is coupled to an intake manifold472 of engine 72 and positioned adjacent a fuel rail 500 of vehicle 2,and fuel pressure may be monitored in fuel rail 500. As such,intercooler 426 is positioned at rear portion 14 of vehicle 2, ratherthan at front portion 12 near heat exchangers 416, 434. Additionally,intercooler 426 is not welded to engine 72, but rather, is removablycoupled thereto with removable fasteners 476, such as bolts and nuts. Assuch, intercooler 426 is removable from engine 72 for servicing,cleaning, or replacing without needing to disassembly intake manifold472 and/or engine 72.

In operation, cooling fluid flows through first cooling circuit 412 andto engine 72 in order to alter the temperature of engine 72. Inparticular, the cooling fluid is cooled at heat exchanger 434 and thenflows through cooling line 436 a and to engine 72. When the coolingfluid has circulated about engine 72, the temperature of the coolingfluid may be elevated, and therefore, the cooling fluid flows back toheat exchanger 434 to decrease the temperature of the cooling fluid whenambient air passes through heat exchanger 434. Additionally, coolingfluid flows simultaneously through second cooling circuit 414 and toengine 72 in order to alter the temperature of the pre-combustion air.In particular, the cooling fluid is cooled at heat exchanger 416 andthen flows through cooling line 418 a, to pump 420, into conduit 422,and to intercooler 426. As such, when the pre-combustion air passesthrough intercooler 426, the temperature of the pre-combustion airdecreases before entering cylinders 80 of engine 72. When the coolingfluid has circulated about intercooler 426, the temperature of thecooling fluid may be elevated, and therefore, the cooling fluid flowsback to heat exchanger 416 to decrease the temperature of the coolingfluid when ambient air passes through heat exchanger 416. In this way,cooling assembly 410 is configured to both alter the temperature ofengine 72 and alter the temperature of the pre-combustion air enteringengine 72.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. A utility vehicle, comprising: a plurality ofground-engaging members; a frame supported by the ground-engagingmembers; and a powertrain assembly supported by the frame and including:an engine supported by the frame; a continuously variable transmissionsupported by the frame and having a structural housing member; and ashiftable transmission operably coupled to the engine through thestructural housing member of the continuously variable transmission, theshiftable transmission including a first mounting surface coupled to afirst portion of the structural housing member of the continuouslyvariable transmission and the engine having a second mounting surfacecoupled to a second portion of the structural housing member of thecontinuously variable transmission, and mounting the first mountingsurface of the shiftable transmission to the structural housing memberfixes an orientation of the shiftable transmission relative to theengine, wherein the engine includes a crankshaft and the continuouslyvariable transmission has a first clutch assembly operably coupled tothe crankshaft, a second clutch assembly operably coupled to the firstclutch assembly, and the structural housing member generally enclosesthe first and second clutch assemblies, and the second clutch assemblyincludes a stationary sheave and a moveable sheave; and the shiftabletransmission includes a housing with the first mounting surface forcoupling to the structural housing member of the continuously variabletransmission and a shaft operably coupled to the second clutch assembly,the shaft extends less than 160 mm from the first mounting surface ofthe housing of the shiftable transmission and an inner surface of themoveable sheave is positioned less than 60 mm from the first mountingsurface of the shiftable transmission.
 2. The utility vehicle of claim1, wherein the first mounting surface includes at least one mountingbore configured to align with at least one mounting aperture on thefirst portion of the structural housing member, and a fastener extendsthrough the at least one mounting aperture and is received within themounting bore.
 3. The utility vehicle of claim 1, wherein the secondmounting surface includes at least one mounting bore configured to alignwith at least one mounting aperture on the second portion of thestructural housing member, and a fastener extends through the at leastone mounting aperture and is received within the mounting bore.
 4. Theutility vehicle of claim 1, wherein the engine further includes acrankshaft and a crankcase having an upper portion and a lower portion,the upper and lower portions of the crankcase are coupled together toenclose a portion of the crankshaft, and the second mounting surface ofthe engine includes at least one mounting bore on the upper portion ofthe crankcase and at least one mounting bore on the lower portion of thecrankcase.
 5. The utility vehicle of claim 1, wherein the continuouslyvariable transmission includes a first clutch operably coupled to theengine and a second clutch operably coupled to the shiftabletransmission, the second clutch having a threaded center apertureconfigured to threadedly receive a shaft of the shiftable transmission.6. The utility vehicle of claim 5, wherein the second clutch is apost-less configuration.
 7. The utility vehicle of claim 5, wherein thesecond clutch includes a moveable sheave and a stationary sheave with adiameter, and a balancing ring of the stationary sheave is positionedradially intermediate a diameter of the center aperture and the diameterof the stationary sheave.
 8. The utility vehicle of claim 7, wherein thestationary sheave includes a plurality of ribs extending from the centeraperture to the diameter of the stationary sheave.
 9. The utilityvehicle of claim 5, wherein the second clutch includes a moveable sheaveand a stationary sheave, and the moveable sheave includes a torquemember configured to transfer torque from the stationary sheave to theshaft of the shiftable transmission.
 10. The utility vehicle of claim 9,wherein the stationary sheave of the second clutch includes astabilizing member with a length of 60-70 mm and a diameter of 20-30 mm.11. The utility vehicle of claim 1, wherein a distance between the firstmounting surface of the shiftable transmission and an inner surface ofthe moveable sheave is 42-52 mm when the moveable sheave and thestationary sheave are in a closed position.
 12. The utility vehicle ofclaim 1, wherein the first clutch includes a tower member, anintermediate member positioned adjacent the tower member, and at leastone position member operable to define a position of the intermediatemember relative to the tower member.
 13. The utility vehicle of claim12, wherein the at least one position member is moveable in a radialdirection of the first clutch.
 14. The utility vehicle of claim 13,wherein the at least one position member includes an angled surfacepositioned intermediate a portion of the tower member and a portion ofthe intermediate member.
 15. The utility vehicle of claim 14, whereinthe angled surface has an angle of 15-30 degrees relative to the radialdirection of the first clutch.
 16. The utility vehicle of claim 15,wherein the first clutch assembly includes at least one flyweightpositioned intermediate the tower member and the intermediate member andoperable to apply a force to the moveable sheave and move the moveablesheave relative to the stationary sheave.
 17. The utility vehicle ofclaim 12, wherein the intermediate member includes a splined portionconfigured to couple with a splined portion of a post of thecontinuously variable transmission.
 18. The utility vehicle of claim 17,wherein the intermediate member transfers torque from the engine to thefirst clutch.
 19. The utility vehicle of claim 1, wherein the firstclutch has a pitch diameter of 80-90 mm.
 20. A utility vehicle,comprising: a plurality of ground-engaging members; a frame supported bythe ground-engaging members; and a powertrain assembly supported by theframe and including: an engine supported by the frame; a continuouslyvariable transmission supported by the frame and having a structuralhousing member; and a shiftable transmission operably coupled to theengine through the structural housing member of the continuouslyvariable transmission, the shiftable transmission including a firstmounting surface coupled to a first portion of the structural housingmember of the continuously variable transmission and the engine having asecond mounting surface coupled to a second portion of the structuralhousing member of the continuously variable transmission, and mountingthe first mounting surface of the shiftable transmission to thestructural housing member fixes an orientation of the shiftabletransmission relative to the engine, wherein the engine further includesa crankshaft and a crankcase having an upper portion and a lowerportion, the upper and lower portions of the crankcase are coupledtogether to enclose a portion of the crankshaft, and the second mountingsurface of the engine includes at least one mounting bore on the upperportion of the crankcase and at least one mounting bore on the lowerportion of the crankcase.
 21. A utility vehicle, comprising: a pluralityof ground-engaging members; a frame supported by the ground-engagingmembers; and a powertrain assembly supported by the frame and including:an engine supported by the frame; a continuously variable transmissionsupported by the frame and having a structural housing member; and ashiftable transmission operably coupled to the engine through thestructural housing member of the continuously variable transmission, theshiftable transmission including a first mounting surface coupled to afirst portion of the structural housing member of the continuouslyvariable transmission and the engine having a second mounting surfacecoupled to a second portion of the structural housing member of thecontinuously variable transmission, and mounting the first mountingsurface of the shiftable transmission to the structural housing memberfixes an orientation of the shiftable transmission relative to theengine, wherein the continuously variable transmission includes a firstclutch operably coupled to the engine and a second clutch operablycoupled to the shiftable transmission, the second clutch having athreaded center aperture configured to threadedly receive a shaft of theshiftable transmission.